Transport Assessment Part 1 of 7 - May 2018 Arup - Canada Water Masterplan

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Transport Assessment Part 1 of 7 - May 2018 Arup - Canada Water Masterplan
Transport Assessment
Part 1 of 7

May 2018
Arup
Transport Assessment Part 1 of 7 - May 2018 Arup - Canada Water Masterplan
Transport Assessment Part 1 of 7 - May 2018 Arup - Canada Water Masterplan
1.    Introduction ............................................................. 2
2.    Planning Policy........................................................ 4
3.    Existing Site ........................................................... 15
4.    Canada Water Strategic Transport Study ........... 25
5.    Existing Transport Conditions ............................. 28
6.    Proposed Transport Improvements and Future
      Baseline .................................................................. 62
7.    Proposed Development ........................................ 81
8.    Trip Generation and Mode Split ........................... 93
9.    Transport Impacts ............................................... 118
10.   Intervention Testing ............................................ 150
11.   Travel Plan ........................................................... 162
12.   Deliveries and Servicing ..................................... 164
13.   Construction ........................................................ 166
14.   Conclusions ......................................................... 168

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1. Introduction
1.1.1     This Transport Assessment (TA) has been prepared by Arup and is submitted in
          support of a hybrid planning application for the Canada Water Masterplan. The hybrid
          planning application is made in relation to land bounded by Surrey Quays Road to the
          north, Lower Road (A200) to the west, Redriff Road (B205) to the south and Quebec
          Way to the east (the “Site”) on behalf of BL CW Holdings Ltd, a subsidiary of British
          Land Company Plc (“The Applicant”), hereafter referred to as “British Land”. The hybrid
          planning application is formed of detailed development proposals in respect of Plots A1,
          A2 and K1 for which no matters are reserved ("Detailed Proposals"), and outline
          development proposals for the remainder of the Site, with all matters reserved ("Outline
          Proposals"). The Detailed Proposals and Outline Proposals together are referred to as
          the “Development”.

1.1.2     The Development comprises the comprehensive redevelopment of the Surrey Quays
          Shopping Centre, former Harmsworth Quays Printworks and Surrey Quays Leisure
          Park sites, former Dock Offices Courtyard, former Rotherhithe Police Station and land
          at Roberts Close. The Development will provide new retail, office, leisure and
          community floorspace along with residential dwellings. The Development will also
          provide significant, high quality public realm, including a new Town Square, a new High
          Street and a public park.

1.1.3     The purpose of this TA is to assess the effect of the Development in terms of traffic and
          transport impacts. Separate Transport Statements have been prepared in parallel for
          each of the Plots that form the Detailed Proposals.

1.2       TRANSPORT ASSESSMENT STRUCTURE
1.2.1     Following this introductory chapter, the Transport Assessment is structured as follows:

         Chapter 2 outlines the policy context for the Development and the guidance that has
          been referenced in preparing the Transport Assessment;

         Chapter 3 sets out the site location, existing site uses and committed development
          proposals either on or adjacent to the Site;

         Chapter 4 explains the background to the Canada Water Strategic Transport Study
          undertaken by Transport for London (TfL), Southwark Council and British Land, which is
          used to inform the Transport Assessment;

         Chapter 5 identifies the existing transport context, including facilities for pedestrians,
          cyclists, public transport users and drivers;

         Chapter 6 sets out the future baseline conditions without the Development, outlining
          committed and proposed transport improvements and the impacts of background
          growth;

         Chapter 7 outlines the Development proposals, including the land uses and floor areas
          for which permission is being sought together with physical provision that is proposed to
          support transport and access within the Site;

         Chapter 8 explains the approach that has been used to assess the transport impacts of
          the Development and the consequent assessment of trip demands associated with it;

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         Chapter 9 sets out the transport impacts of the Development, including the physical
          provision contained within the design proposals explained in Chapter 7, against the
          future baseline outlined in Chapter 6;

         Chapter 10 tests the measures which are proposed to mitigate the impacts shown in
          Chapter 9, in addition to the provision included within the Development proposals;

         Chapter 11 explains the Framework Travel Plan that will be used to mitigate
          development impacts and embed the transport strategy in a way that filters down to site
          users;

         Chapter 12 sets out the approach to deliveries and servicing;

         Chapter 13 explains the approach to construction and the assessment of the
          construction stages of the Development; and

         Chapter 14 summarises the conclusions of the Transport Assessment.

1.3       PRE-APPLICATION CONSULTATION
1.3.1     Community consultation on the Canada Water Masterplan started in Spring 2014, and
          further public consultations have been held on a regular basis as the Masterplan has
          developed. There have been over 40 events to date, with over 3,000 people involved,
          most recently in January 2018.

1.3.2     Through these public consultations transport has been a key theme of discussion, and
          the transport strategy that underpins the Development has taken on board community
          feedback, as well as comments from other key stakeholders.

1.3.3     Most significantly, Arup and British Land have held a wide range of pre-application
          discussions with Southwark Council and TfL and where relevant, these have been
          referenced in the Transport Assessment.

1.3.4     Formal pre-application meetings were held with Transport for London and Southwark
          Council in December 2017 and February 2018, and the advice received as a result of
          these meetings is included in Appendix A.

1.3.5     In addition to these formal meetings, a large number of meetings on specific transport
          topics have been held with Southwark Council, TfL and the Greater London Authority
          (GLA) during the development of the application proposals.

1.3.6     Further meetings have also been held to progress the Canada Water Strategic
          Transport Study (STS) which is being undertaken by TfL and Southwark Council and is
          discussed in more detail in Chapter 4. The Canada Water STS looks to assess the
          impact of development across the whole of the Canada Water Opportunity Area,
          including proposals by British Land and by other developers such as Notting Hill
          Housing / Sellar and Kings College London. A number of further transport studies have
          arisen as a result of work on the STS, particularly into how conditions at Canada Water
          and Surrey Quays stations can be improved. These are being taken forward by TfL.
          British Land is committed to a continued close working relationship with TfL and
          Southwark Council to help progress and facilitate these studies and their outcomes.

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2. Planning Policy
        This section outlines the relevant national, regional and local transport policy and
        planning guidance documents which form the context for the Development proposals.

2.1     NATIONAL POLICY
        National Planning Policy Framework (DCLG, 2012)

2.1.1   The Department for Communities and Local Government (DCLG) published the
        National Planning Policy Framework (NPPF) in 2012. The NPPF replaces the previous
        planning policy guidance (PPG) and planning policy statement (PPS) documents.

2.1.2   With specific reference to transport, the NPPF states that “The transport system needs
        to be balanced in favour of sustainable transport modes, giving people a real choice
        about how they travel”.

2.1.3   The NPPF also indicates that “…developments should be located and designed where
        practical to:

           Accommodate the efficient delivery of goods and supplies;

           Give priority to pedestrian and cycle movements, and have access to high quality
            public transport facilities;

           Create safe and secure layouts which minimise conflicts between traffic and cyclists
            or pedestrians, avoiding street clutter and where appropriate establishing home
            zones;

           Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and

           Consider the needs of people with disabilities by all modes of transport”.

           The NPPF indicates that “a key tool to facilitate this will be a Travel Plan. All
            developments which generate significant amounts of movement should be required
            to provide a Travel Plan”.

2.1.4   In March 2018 revisions to the NPPF were consulted on. This included changes to the
        structure of the transport chapter, as well as providing clarity that new developments
        should prioritise pedestrian and cycle movements through their design, followed by
        access to high quality public transport.

2.2     REGIONAL POLICY
        The London Plan (Greater London Authority (GLA), March 2016)

2.2.1   The London Plan’s transport policies are primarily intended to support delivery of the
        objective that London should be “a city where it is easy, safe and convenient for
        everyone to access jobs, opportunities and facilities with an efficient and effective
        transport system which actively encourages more walking and cycling…”.

2.2.2   Policy 6.1 indicates that “the Mayor will work with all relevant partners to encourage the
        closer integration of transport and development...” by:

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           “Encouraging patterns and nodes of development that reduce the need to travel,
            especially by car...;

           Seeking to improve the capacity and accessibility of public transport, walking and
            cycling, particularly in areas of greatest demand – boroughs should use the
            standards set out in Table 6.3 in the Parking Addendum to set minimum cycle
            parking standards;

           Supporting development that generates high levels of trips at locations with high
            public transport accessibility and/or capacity, either currently or via committed,
            funded improvements including, where appropriate, those provided by developers
            through the use of planning obligations...;

           Supporting measures that encourage shifts to more sustainable modes and
            appropriate demand management; and

           Promoting walking by ensuring an improved urban realm”.

2.2.3   Policy 6.3 states that “development proposals should ensure that impacts on transport
        capacity and the transport network, at both a corridor and local level, are fully
        assessed”. The policy also indicates that “transport assessments will be required in
        accordance with TfL’s Transport Assessment Best Practice Guidelines for major
        planning applications. Workplace and/or Residential Travel Plans should be provided
        for planning applications exceeding the threshold in, and produced in accordance with,
        the relevant TfL guidance. Construction logistics plans and delivery and servicing plans
        should be secured in line with the London Freight Plan and should be co-ordinated with
        travel plans”.

2.2.4   Policy 6.9 states that “the Mayor will work with all relevant partners to bring about a
        significant increase in cycling in London, so that it accounts for at least 5% of the modal
        share by 2026. He will:

           Identify, promote and complete the Cycle Super Highways...; and

           Implement the central London cycle hire scheme and identify potential sites for
            expansion and/or additional standalone schemes in outer London”.

2.2.5   The policy also states that “Developments should:

           Provide secure, integrated and accessible cycle parking facilities in line with the
            minimum standards...;

           Provide on-site changing facilities and showers for cyclists;

           Facilitate the Cycle Superhighways...; and

           Facilitate the central London cycle hire scheme”.

2.2.6   Policy 6.10 indicates that “the Mayor will work with all relevant partners to bring about a
        significant increase in walking in London, by emphasising the quality of the pedestrian
        and street environment, including the use of shared space principles – promoting
        simplified streetscape, de-cluttering and access for all”. In terms of planning decisions,
        the policy states: “Development proposals should ensure high quality pedestrian

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        environments and emphasise the quality of the pedestrian environment and street
        space”.

2.2.7   Policy 6.13 (A) indicates that “the Mayor wishes to see an appropriate balance being
        struck between promoting new development and preventing excessive car parking
        provision that can undermine cycle and public transport use”.

        Draft New London Plan (GLA, Consultation 2017)

2.2.8   Public consultation on a new draft London Plan commenced in December 2017, with
        the aim of the Plan undergoing an Examination in Public in late 2018 ahead of adoption
        in Autumn 2019.

2.2.9   The draft New London Plan (“Draft Plan”) outlines the Mayor’s proposed approach to
        spatial development in London, promoting a new strategy called ‘Good Growth’ which
        aims “to re-balance development in London towards more genuinely affordable homes
        for working Londoners to buy and rent.” The Draft Plan also intends to revolutionise
        travelling around London by “enabling a boom in active travel, with walking and cycling
        becoming the main mode of choice for millions of Londoners”.

2.2.10 Chapter 10 of the Draft Plan relates directly to transport and presents a number of key
       policies.

2.2.11 Policy T1 states that “all development should make the most effective use of land,
       reflecting its connectivity and accessibility by existing and future public transport,
       walking and cycling routes”.

2.2.12 Policy T2 advocates for the Mayor’s Healthy Streets Approach to be applied to all types
       of land uses. Developments will be required to:

           “Demonstrate how they will deliver improvements that support the ten Healthy
            Streets Indicators in line with Transport for London guidance”;

           “Reduce the dominance of vehicles on London’s streets whether stationary or
            moving”; and

           “Be permeable by foot and cycle and connect to local walking and cycling networks
            as well as public transport”.

2.2.13 Policy T4 states that “development proposals should reflect and be integrated with
       current and planned transport access, capacity and connectivity”, and where “the ability
       to absorb increased travel demand through active travel modes has been exhausted,
       existing public transport capacity is insufficient to allow for the travel generated by
       proposed developments, and no firm plans and funding exist for an increase in capacity
       to cater for the increased demand, planning permission may be contingent on the
       provision of necessary public transport and active travel infrastructure”.

2.2.14 Policy T5 promotes cycling as a key mode in relation to the future development of
       London. To support this “development proposals should help remove barriers to cycling
       and create a healthy environment in which people choose to cycle”.

2.2.15 Policy T6 sets out parking standards for new development in London and states that
       “car parking should be restricted in line with levels of existing and future public transport
       accessibility and connectivity…Car-free development should be the starting point for all

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        development proposals in places that are (or are planned to be) well-connected by
        public transport, with developments elsewhere designed to provide the minimum
        necessary parking (‘car-lite’)”.

2.2.16 Policy T7 addresses freight and servicing. Opportunity Area Planning Frameworks,
       such as Canada Water, should seek to:

           “Reduce freight trips to, from and within these areas”;

           “Coordinate the provision of infrastructure and facilities to manage freight and
            servicing at an area-wide level”; and

           “Reduce emissions from freight, such as through sustainable last-mile schemes and
            the provision of rapid electric charging points for freight vehicles”.

2.2.17 Policy T9 states that “[planning] obligations and contributions may include the provision
       of new and improved public transport services, capacity and infrastructure, the
       expansion of the London-wide cycle networks and supporting infrastructure, and making
       street pleasant environments for walking and socialising, in line with the Healthy Streets
       Approach”.

        Mayor’s Transport Strategy (GLA, March 2018)

2.2.18 The new Mayor’s Transport Strategy (MTS) was published in March 2018, and
       compared to previous versions places a greater focus on walking, cycling and healthy
       streets. The strategy states the future of London’s transport system depends on a
       modal shift to increased cycling and walking. This can be achieved by improving street
       environments to make walking and cycling the most attractive modes for short journeys.
       Walking and cycling are also more space efficient modes than the car, providing a long-
       term solution to London’s congestion problems.

2.2.19 The key target in the MTS is for 80% of Londoners’ trips to be on foot, by cycle or public
       transport by 2040. The quality of London’s streets defines the quality of their journey
       and 80% of trips in London solely occur on its streets. The process for improving
       London’s streets is the ‘Healthy Streets’ approach which contains ten indicators, all of
       which can be attributed to benefiting the walking and cycling environment.

2.2.20 The MTS identifies Inner East London, which includes Canada Water, as an area for
       significant growth up to 2041. The MTS identifies that further investment is required to
       support this growth as well as existing communities. Transport proposals for the area
       include fleet replacement and improved services on the DLR, a Jubilee line upgrade,
       improvements to London Overground services and improved bus and cycle networks.

2.2.21 Despite these upgrades the key focus is on inducing a behaviour change that
       encourages people to walk and cycle short and medium length journeys. The Thames
       currently inhibits this as it is a barrier for cycling and walking but proposals for a
       pedestrian and cycle bridge from Rotherhithe to Canary Wharf are currently being
       developed. Any such bridge in the area will need to be supported by wider
       improvements to walking and cycling infrastructure to optimise the change in travel
       behaviour.

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        Healthy Streets for London (GLA, 2017)

2.2.22 This document explains how adopting the ‘Healthy Streets’ approach will assist in
       improving air quality, reducing congestion and making London’s diverse communities
       become greener, healthier and more attractive places in which to live, play and do
       business.

2.2.23 It sets out 10 evidence-based ‘Healthy Streets Indicators’ of what makes streets
       attractive places which should be used when working towards creating a healthier city.

2.2.24 The 10 indicators are summarised below:

           Pedestrians from all walks of life – London’s streets should be welcoming for
            everyone;

           People choose to walk, cycle and use public transport – this shift to healthier ways
            to travel will only happen if we reduce the dominance of motor traffic and improve
            streetscape experience;

           Clean air – this benefits everyone and reduces unfair health inequalities;

           People feel safe – everyone should feel safe at all times on London’s streets;

           Not too noisy – less motor traffic noise will directly benefit health, street
            environment ambience and encourage active travel and human interaction;

           Easy to cross – by removing physical barriers, fast moving or heavy traffic and
            enabling more direct routes, streets will be more permeable;

           Places to stop and rest – more places to stop and rest will benefit everyone
            including local businesses by making streets more attractive places to spend time
            in;

           Shade and shelter – protection from high winds, heavy rain and direct sun will
            enable everyone to use London’s streets, despite the weather;

           People feel relaxed – without the dominance of motorised traffic and with clean,
            well-maintained, clutter-free footways and cycleways, people will feel more
            comfortable; and

           Things to see and do – attractive views, buildings, planting and street art will all
            make for better, more interesting and stimulating journeys on London’s streets, thus
            encouraging people not to drive short distances.

2.3     LOCAL POLICY
        Core Strategy and Saved Southwark Plan Policies (Southwark Council, 2011)

2.3.1   The Core Strategy is a planning document which provides a policy framework for
        development in the borough up to 2026. It is one of the most important documents in
        Southwark Council’s local development framework, presenting its long-term vision,
        spatial strategy and strategic policies to deliver sustainable development. Although the
        Core Strategy will be replaced by the New Southwark Plan in due course, until the NSP
        is adopted it remains the principal policy document shaping development in the
        borough.

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2.3.2   The Core Strategy reviews how people travel to work, shopping and other activities and
        the impact this has on traffic levels and congestion. One of the aims of the Core
        Strategy is to locate new development in town centres that are more accessible, so
        people need to travel less. The strategy also emphasises the need to improve walking
        and cycling facilities as this will directly mitigate congestion. In addition, it highlights
        requirements for further improvements to the capacity of the public transport network,
        and the integration of modes as a co-ordinated network.

2.3.3   Section 4.31 describes the vision to develop the Canada Water Action Area into a town
        centre which combines shopping, civic and leisure, business and residential uses. This
        includes an additional 35,000m2 of retail space, 2,500 new homes and 875 affordable
        housing units. This will be supplemented by office development which, combined with
        the retail provision, will generate approximately 2,000 jobs.

2.3.4   The Core Strategy contains seven sections which summarise the objectives and
        policies of Southwark Council. Strategic Policy 2 addresses the use of sustainable
        modes of transport. The aim is to encourage walking, cycling and the use of public
        transport rather than travel by car. This will be achieved by:

           “Planning places and development with priority for walking and cycling, whilst
            maximising the use public transport and minimising car use;

           Directing large development to areas that are very accessible by walking, cycling
            and public transport;

           Safeguarding land for planned public transport improvements;

           Improving access to mixed use town and local centres;

           Encouraging use of the River Thames for transport and improving links between
            Southwark and north of the river; and

           Requiring a transport assessment with applications to show that schemes minimise
            their impact, minimise car parking and maximise cycle parking to provide as many
            sustainable transport options as possible”.

2.3.5   In addition to the Core Strategy, some transport related policies are saved form the
        2007 Southwark Plan. These include Policy 5.1, which states that major developments
        generating a significant number of trips should be located near transport nodes.

        New Southwark Plan (Southwark Council, Proposed Submission Version
        December 2017)

2.3.6   The proposed submission version of the New Southwark Plan (NSP) sets out the
        strategy for the regeneration of Southwark including policies that will guide new
        development in the borough.

2.3.7   The plan presents Canada Water as one of Southwark Council’s regeneration areas.
        Policy P30 classifies the area as a major town centre. This document refers to the
        Canada Water Area Action Plan (CWAAP) for more in-depth information on this
        opportunity area.

2.3.8   A number of policies make direct reference to transport provision in relation to
        developments:

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           P46 supports the grant of planning permission for developments that indicate there
            is sufficient public transport capacity to accommodate increased trips, improve
            accessibility to public transport via sustainable modes and support improvements to
            public transport;

           P47 addresses the highway impact of new developments with the key focus on
            minimising car trips and ensuring safe and efficient servicing;

           P48 relates to enhancing the borough’s walking facilities with new developments
            providing exemplary facilities and permeability, aligning with the draft MTS;

           P50 supports the grant of planning permission for schemes which improve cycling
            permeability, enable cycling growth through generous provision of cycle parking and
            contribute towards the provision of cycle hire docking stations; investment in cycling
            is also addressed in the Draft MTS; and

           P52 applies to car parking provision including promotion of car free developments in
            areas with PTALs of 5 or 6, and ensuring that town centre car parking associated
            with new development contributes to economic viability, supports rapid turnover of
            spaces and includes maximum stay restrictions.

        Canada Water Area Action Plan (Southwark Council, 2015)

2.3.9   The intention of the Canada Water Area Action Plan (CWAAP) is to regenerate the area
        around Canada Water and sets out a vision for how the area will develop over the
        period leading up to 2026. The CWAAP was adopted in 2012 and subsequently
        updated in 2015, following the Daily Mail’s decision to vacate its printworks site in the
        area.

2.3.10 Work on the AAP commenced in 2007 and its adoption followed four rounds of public
       consultation, as well as an examination in public. Prior to the update to the CWAAP in
       2015, a further series of public consultation events took place.

2.3.11 The plan focusses on the core area around Canada Water and presents three key
       elements as to why this area is considered most suitable for development:

           The character of the core is different to the surrounding area with a range of town
            centre uses and “larger, taller flatted development”;

           This area has higher levels of public transport accessibility; and

           It contains concentrations of large development opportunities with the capacity to
            contribute significantly to regeneration.

2.3.12 The CWAAP presents Southwark Council’s vision for the area, which is to create a new
       destination around the Canada Water basin that combines shopping, civic use,
       education, leisure, business and homes to create a new heart for Rotherhithe. The
       council wishes to strengthen Canada Water’s role as a shopping destination, and Policy
       21 sets out that development in the core area will provide a minimum of 4,500 net new
       homes between 2011 and 2026.

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2.3.13 The main challenges and opportunities are discussed in Section 2.2:

           Creating “a genuine town centre and neighbourhood facilities”;

           Creating “improved connections”;

           Designing “a great place to visit, relax and have fun”;

           Delivering “safer streets, squares and parks”;

           Providing “more and better homes”; and

           Providing “enhanced social and economic opportunities”.

2.3.14 A number of policies proposed in the CWAAP relate directly to transport:

           Policy 6 states improvements will be made to the walking and cycling network and
            development proposals should provide routes which are safe, direct and
            convenient, aligning with Policies P48 and P50 in the NSP;

           Policy 7 outlines plans to work with TfL to improve the frequency and quality of
            public transport, including river transport;

           Policy 8 requires proposals to consider how developments will be serviced safely
            and adequately through transport assessments, as well as outlining key
            improvements required to the existing road network;

           Policy 9 states that any car parking provided for retail and leisure facilities must be
            provided as ‘town centre’ car parking, and should be used efficiently throughout the
            day and evening; and

           Policy 10 states that the maximum parking ratio within the core area for residential
            development will be 0.3 spaces per unit.

        Southwark’s Cycling Strategy (Southwark Council, 2015)

2.3.15 Southwark`s Cycling Strategy document presents methods to improve and promote
       cycling within the borough. The document contains a number of commitments towards
       achieving this.

2.3.16 At present the mode share for cyclists in Southwark is 4.6%. The target is to increase
       mode share to 10% over the next 10 years. Southwark Council is committed to
       delivering appropriate infrastructure and providing the right support to promote cycling
       to a broader demographic.

2.4     GUIDANCE
        National Planning Policy Guidance (DCLG)

2.4.1   The National Planning Policy Guidance (NPPG) contains guidance on Travel Plans and
        Transport Assessments, setting out that they are required for all developments which
        generate significant amounts of movements. The NPPG states that these should be:

           Proportionate to the size and scope of the proposed development to which they
            relate and build on existing information wherever possible;

           Established at the earliest practicable possible stage of a development proposal;

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           Tailored to particular local circumstances; and

           Brought forward through collaborative ongoing working between the local planning
            authority/transport authority, transport operators, rail network operators, Highways
            Agency where there may be implications for the strategic road network and other
            relevant bodies. Engaging communities and local businesses in Travel Plans,
            Transport Assessments and Statements can be beneficial in positively supporting
            higher levels of walking and cycling (which in turn can encourage greater social
            inclusion, community cohesion and healthier communities).

        Transport Assessment Guidance (TfL)

2.4.2   TfL’s guidance provides high level advice for the transport element of planning
        applications in relation to large developments in London. This guidance can be found on
        the TfL website (https://tfl.gov.uk/info-for/urban-planning-and-construction/transport-
        assessment-guidance).

2.4.3   The guidance provides information to:

       “Better inform applicants to the preparation of transport assessments and statements;

       Provide clarity on technical aspects of trip generation and modelling; and

       Confirm TfL’s approach in the assessment of planning applications”.

2.4.4   Advice relating directly to transport assessments refers to the expected inputs, analysis
        and outputs which the documents should contain and the correct processes for
        developing these.

        London Cycling Design Standards (TfL)

2.4.5   The London Cycling Design Standards (LCDS) set out TfL’s guidance for the design of
        cycle friendly streets and spaces. They form part of TfL’s Streetscape Toolkit, and
        include guidance on strategic and local cycle provision. A number of guiding principles
        for the design of cycle infrastructure are set out through which the aims of the LCDS are
        to be achieved. In particular:

           Cycling in London is now a form of ‘mass transport’ and should be provided for as
            such;

           The nature of cycling makes separation and protection from volume motor traffic
            necessary, however cycle provision should treat bicycles as vehicles and not force
            people cycling to mix with pedestrians and cause unnecessary conflict;

           Cycle routes provided must ‘work’, in terms of consistency, flow, and being intuitive
            to all road users; holistic network coverage and planning is also necessary; and

           Changes in allocation of road space can influence modal choice.

2.4.6   A wide range of cycle facilities are put forward, with different combinations considered
        appropriate for different situations. Levels of segregation are taken into account, from
        full segregation of pedestrians, cyclists and motor vehicles to the appropriate design of
        spaces where cyclists can mix with pedestrians or with motor vehicles.

        Manual for Streets (DfT, 2007)

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Masterplan Transport Assessment

2.4.7   The Manual for Streets (MfS) provides technical guidance focussing on quiet residential
        streets but, many of the principles can be applied to other street types. It states that the
        design of residential streets should not be driven by movement function and how wider
        benefits can occur if they are designed for the needs of all members of the community.

2.4.8   MfS aims to contribute to the design of streets that:

           “Help build and strengthen the communities they serve;

           Meet the needs of all users, by embodying the principles of inclusive design;

           Form part of a well-connected network;

           Are attractive and have their own distinctive identity;

           Are cost-effective to construct and maintain; and

           Are safe”.

2.4.9   The manual is for all parties involved in the planning, design and approval of residential
        streets.

        Manual for Streets 2 (CIHT, 2010)

2.4.10 The intention of the Manual for Streets 2 (MfS2) is to explore how guidance in the MfS
       can be applied to busier streets and non-trunk roads. This was to fill the perceived gap
       in existing guidance between the Design Manual for Roads and Bridges (DMRB) and
       the MfS.

2.4.11 The MfS2 states the key principles underpinning the MfS and analyses whether these
       can be applied to other street types based on speed limits and an assessment of the
       local context. This concludes the majority of principles from the MfS can be
       implemented for other street types such as inter-urban and non-trunk roads.

        Travel Plan Guidance (TfL, 2013)

2.4.12 This guidance contains information on requirements for travel plans, the expected
       content and ways of monitoring and enforcing targets. The guidance identifies that both
       national and regional policy state the need to manage the transport impact of new
       developments, which a travel plan facilitates. The benefits that a travel plan can bring to
       a new development are discussed including reduced congestion and an improved local
       environment. The development quanta which require a full travel plan are outlined for
       each land use and apply to new developments and extensions of existing sites.

2.4.13 Interim travel plans are required where the type of occupier is known at the pre-
       application stage. Framework travel plans are considered more appropriate for mixed
       use developments and outline planning applications where specific elements have not
       yet been established.

        Inclusive Mobility (DfT, 2005)

2.4.14 The main purpose of the guidance is to outline access design for disabled people which
       satisfies their requirements. The needs of other users are also considered:

           Those with small children;

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           Those carrying luggage or heavy shopping; and

           People with temporary mobility problems.

2.4.15 The overarching aim of the document is to facilitate design that supports social
       inclusion. The early sections focus on barriers and obstructions which cause problems
       for pedestrians, including street-works, advertisement boards, over hanging vegetation
       and cars parked on footways. Measures to counteract these issues are considered in
       the document.

2.4.16 The majority of disabled people depend on the private car for independent mobility and
       thus the ability to park close to their destination is very important. Provision should
       therefore be made for car parking spaces designed for blue badge holders. The
       guidance advises on signage for blue badge parking as well as the design, number of
       spaces and management.

        Construction Logistics Plan Guidance (TfL, 2017)

2.4.17 This guidance was produced by TfL to ensure Construction Logistics Plans (CLPs) were
       of a high standard and would be instrumental in “well-planned” construction logistics
       that will reduce:

           “Environmental impact: Lower vehicles emissions and noise levels;

           Road risk: Improving the safety of road users;

           Congestion: Reduced vehicle trips, particularly in peak periods; and

           Cost: Efficient working practices and reduced deliveries”.

2.4.18 The guidance presents a standardised approach for CLPs that informs developers of
       the relevant technical requirements. It describes planned measures which may be
       considered and provides information on implementation and monitoring. This includes
       Outline CLPs which are submitted as part of the planning application and Detailed CLPs
       which should be developed by the Principal Contractor in the pre-construction process.

        Delivery and Servicing Plans – Making freight work for you (TfL)

2.4.19 This guidance sets out the organisational benefits of developing Delivery and Servicing
       Plans (DSPs), and suggests a range of tools and techniques to help make sure that
       they are successful and that freight activity is well managed. The three key areas that
       are highlighted as benefitting from DSPs are:

           Proactive management of deliveries to reduce the number of servicing trips
            associated with a site, particularly in the morning peak hour;

           The identification of safe and legal areas where loading can take place; and

           The selection of delivery companies who can demonstrate a commitment to best
            practice.

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3. Existing Site
3.1     SITE LOCATION AND COMPOSITION
3.1.1   The Site is located in the Canada Water Opportunity Area and Housing Zone, within
        Southwark, and its location is shown on Figure 3.1. The Opportunity Area covers much
        of the Rotherhithe Peninsula on the southern side of the River Thames. Canary Wharf
        and the Isle of Dogs are located to the east on the opposite side of the river.

3.1.2   The 21.3-hectare site includes:

           Surrey Quays Shopping Centre (SQSC);

           The former Harmsworth Quays Printworks;

           The Surrey Quays Leisure Park (SQLP) site;

           The site at Roberts Close;

           The former Dock Offices Courtyard; and

           The former Rotherhithe Police Station.

        Figure 3.1: Site location plan

3.1.3   The Surrey Quays Shopping Centre is located to the south east of Canada Water and is
        approximately 275m walking distance from Canada Water station. It was built in the

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        1980s and provides 34,754m2 Gross Internal Area (GIA) of retail space. The shopping
        centre is anchored by a 10,308m2 GIA Tesco Extra food store and the upper level
        primarily accommodates dining outlets.

3.1.4   The Printworks was formerly used to print the Daily Mail and Evening Standard
        newspapers, prior to relocation of their printing facility to Thurrock in 2013. It occupies
        the north-eastern portion of the Site and is approximately 325m walking distance from
        Canada Water station. The site of the Printworks extends to 5.32 hectares and consists
        of buildings, car parking and loading areas. The buildings on the site total 42,047m2
        GIA. Recently the Printworks has operated as an event space with a capacity of 6,000
        people.

3.1.5   Surrey Quays Leisure Park forms the eastern portion of the Site and is approximately
        450m walking distance from Canada Water station. It currently provides 12,645m2 GIA
        of leisure and dining space including a cinema, bingo hall and bowling alley and
        restaurants such as Pizza Hut, Cafe East and Frankie & Benny’s.

3.1.6   Roberts Close is located at the north-eastern extent of the Site and is approximately
        750m walking distance from Canada Water station. The 0.3-hectare site is currently
        used as a temporary community garden and also provides construction access to the
        adjacent London Square site. The site has a long history of vacancy; planning
        permission was granted in 2001 to provide a security facility and parking for the nearby
        Printworks site, but this was not implemented.

3.1.7   The Dock Offices are located at the north-western edge of the Site and are
        approximately 150m walking distance from Canada Water station; they are Grade II
        listed and provide office accommodation. The Dock Office buildings are outside the red
        line boundary of the Site, but their associated car parking and landscaped areas are
        included as the area known as the Dock Offices Courtyard.

3.1.8   The former Rotherhithe Police Station is at the north-west end of the Site and is
        approximately 525m walking distance from Canada Water station. The site area is 0.18
        hectares and accommodates a 1,046m2 GIA building and external car parking. The site
        was used as an operational police station before its closure in June 2013.

3.2     SITE ACCESS
3.2.1   At present each of the distinct areas of the Site have their own access arrangements;
        these are discussed in greater detail below.

3.2.2   The Surrey Quays Shopping Centre is accessed by the public on foot, bicycle and by
        vehicle from Surrey Quays Road and Redriff Road via Deal Porters Way, a private road
        which runs through the shopping centre car park. Servicing takes place in a dedicated
        service yard on the north-eastern side of the shopping centre building and service
        vehicles enter and exit via Surrey Quays Road.

3.2.3   The Printworks is a secure site and therefore access points are currently limited.
        Pedestrians and vehicles can enter and exit the site via an access control point on
        Surrey Quays Road. Vehicle access is also permitted via an access control point on
        Quebec Way.

3.2.4   The Surrey Quays Leisure Park is highly accessible for those on foot, who can gain
        access to the site from Surrey Quays Road, Redriff Road and Quebec Way. The public

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        can also gain access to the site on bicycle and by vehicle from roundabouts on Surrey
        Quays Road and Quebec Way. These two points are also used by servicing vehicles to
        enter and exit the site.

3.2.5   The Dock Office is accessed on foot from Surrey Quays Road and by vehicle from Deal
        Porters Way.

3.2.6   The former Rotherhithe Police Station is accessed from Lower Road, with pedestrian
        access directly into the building and vehicle access via a crossover and private access
        road to the car park at the rear.

3.3     ON-SITE PARKING
        Bicycle Parking

3.3.1   Within and around the existing Site there are approximately 386 existing bicycle parking
        spaces. They are allocated as follows:

           Surrey Quays Shopping Centre – 66 spaces;

           Printworks – 26 spaces (these are private and therefore not accessible to the
            general public);

           Surrey Quays Leisure Park – 34 spaces;

           Northern footway of Surrey Quays Road outside Canada Water station – 80
            spaces;

           Southern footway of Surrey Quays Road outside Canada Water station – 54
            spaces;

           On the south-east corner of the Surrey Quays Road / Deal Porters Way junction –
            108 spaces;

           Surrey Quays Road / Lower Road junction – 8 spaces; and

           Lower Road outside Surrey Quays station – 10 spaces.

3.3.2   The locations of these spaces are shown on Figure 3.2 overleaf.

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Masterplan Transport Assessment

        Figure 3.2: Existing bicycle parking

3.3.3   In addition to this cycle parking provision, in March 2018 Mobike and ofo launched
        ‘dockless’ cycle hire schemes in Southwark, concentrating on the Rotherhithe and
        Canada Water areas. In comparison to the traditional cycle hire model operated by TfL
        where hire bikes are parked at fixed locations, dockless operators rely on existing public
        cycle parking with bikes unlocked and hired via a phone app.

        Motorcycle Parking

3.3.4   Surrey Quays Shopping Centre currently provides 18 off-street motorcycle parking
        spaces. There are no further existing marked spaces across the Site.

        Car Parking

3.3.5   The existing uses of the Site currently provide 2,216 off-street car parking spaces,
        which are distributed as follows:

           Surrey Quays Shopping Centre – 1,260 standard car parking spaces and 77
            accessible car parking spaces (37 for disabled people and 40 parent and child), all
            of which are available to the public;

           Printworks – 270 standard car parking spaces and three spaces for disabled
            people, although these are private car parking spaces and are not currently
            available for use by the general public;

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Masterplan Transport Assessment

           Surrey Quays Leisure Park – 585 standard car parking spaces and 21 spaces for
            disabled people, all of which are available to the public;

           The Dock Offices – 32 car parking spaces (approximately, as the existing spaces
            are poorly marked) which are private car parking spaces; and

           Former Rotherhithe Police Station – 3 private car parking spaces (approximately).

3.4     COMMITTED DEVELOPMENT
3.4.1   Within the red line boundary, both the Surrey Quays Shopping Centre and the Surrey
        Quays Leisure Park have previously been the subject of planning applications.

3.4.2   A planning permission was granted in March 2012 (reference 11/AP/4206) for a
        10,500m2 retail extension to the Surrey Quays Shopping Centre. The planning
        permission has been partially implemented and conditions discharged and therefore
        could be fully built out despite the time that has elapsed since consent was granted.

3.4.3   Planning permission was granted in October 2010 (reference 90/AP/1999) for a
        comprehensive redevelopment of the Surrey Quays Leisure Park to provide 1,800m2
        retail, 890m2 restaurant use, 540 residential units, 123 student accommodation units
        and a similar level of leisure provision as currently occupies the site. However, this
        permission has not been implemented and has now expired.

3.4.4   Outside the red line boundary of the Site but in close proximity, the Decathlon site is
        located to the north of the Surrey Quays Shopping Centre and to the west of the
        Printworks, and has planning permission for 1,030 residential units, 12,301m2 of retail
        space, 2,800m2 of offices, 698m2 of cinema space and 658m2 for a health centre. This
        development is currently being constructed by Sellar Property Group and Notting Hill
        Housing Trust.

3.4.5   The London Square site at 24-26 Quebec Way is located between the Printworks and
        Roberts Close and has planning permission for 366 residential units and ancillary A1,
        D1 and D2 uses. This site is currently under construction, and is due to complete in
        2018.

3.4.6   The former Quebec Way Industrial Estate, to the east of the London Square site, is
        being redeveloped as Quebec Quarter, providing 386 residential units, a creche and a
        gym. Construction on the site is ongoing, with some units completed.

3.4.7   King’s College London is also in the process of developing the former Mulberry
        Business Park site, immediately to the north-west of the Printworks. The completed
        development will provide 770 new student rooms, office space, affordable housing,
        retail units and a health care centre. Construction of the development is intended to be
        complete in 2021.

3.5     EXISTING AND COMMITTED TRIP GENERATION
        Surrey Quays Shopping Centre

3.5.1   The existing trip generation of the Surrey Quays Shopping Centre has been derived
        from traffic surveys of the car park entrance carried out in December 2014. The number
        of vehicle trips recorded as part of these surveys is shown in Table 3.1.

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        Table 3.1: Surveyed weekday peak hour SQSC trips (December 2014)

                                             AM Peak Hour                    PM Peak Hour
                                       Arr                  Dep        Arr                     Dep
             Vehicles                  279                  228        498                     520

3.5.2   The information from the 2014 surveys has been compared to car park data obtained
        from British Land for the week commencing 4th September 2017, shown in Table 3.2.
        This comparison showed that the 2014 survey data recorded a greater number of
        movements into the car park than were recorded in 2017; as such, the use of December
        2014 data is considered to be robust.

        Table 3.2: SQSC car park arrivals, w/c 04/09/2017

                                                     AM peak hour                 PM peak hour
                                                        arrivals                    arrivals

                  04/09/2017                                201                       400
                  05/09/2017                                197                       387
                  06/09/2017                                203                       394
                  07/09/2017                                229                       383
                  08/09/2017                                238                       414

3.5.3   The Transport Assessment produced by Colin Buchanan and Partners for the 2012
        planning permission (reference 11/AP/4206) to extend the shopping centre also set out
        the mode share of existing shoppers. This is shown in Table 3.3.

        Table 3.3: Surveyed SQSC mode share (taken from Colin Buchanan and Partners 2011 TA)

                               Mode                                     Percentage
                          Car Drivers                                        38%
                        Car Passengers                                       2%
                          Motor bikes                                        0%
                               Bikes                                         1%
                               Bus                                           21%
                            LU / LO                                          10%
                               Train                                         0%
                               Walk                                          28%
                               Total                                         100%

3.5.4   Applying the mode shares in Table 3.2 to the number of car trips in Table 3.1, it is
        possible to factor up car trips to work out the existing trips by all modes of transport as
        shown in Table 3.4.

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Masterplan Transport Assessment

        Table 3.4: Baseline SQSC trips

                                                AM peak hour                     PM peak hour
                                          Arr              Dep             Arr              Dep
                 Car Drivers              279                  228         498                  520
               Car Passengers              15                  12           26                  27
                 Motor bikes               0                   0            0                   0
                    Bikes                  7                   6            13                  14
                    Bus                   154                  126         275                  287
                   LU / LO                 73                  60          131                  137
                    Train                  0                   0            0                   0
                    Walk                  206                  168         367                  383
                    Total                 734                  600        1,311             1,368

3.5.5   As outlined in Section 3.4, there is also currently an extant planning permission to
        extend the Surrey Quays Shopping Centre by 10,500m2, equivalent to a 35% increase
        in floor area. Were the extant permission to be fully built out, this would result in the
        total trip generation from the Surrey Quays Shopping Centre site shown in Table 3.5.
        These trip numbers are taken from the Transport Assessment for the consented
        development, on the basis that the increase in trips is not proportional to the increase in
        floorspace.

        Table 3.5: Consented SQSC trips

                                                AM peak hour                     PM peak hour
                                          Arr              Dep             Arr              Dep
                 Car Drivers              310                  254         554                  578
               Car Passengers              16                  13           29                  30
                 Motor bikes               0                   0            0                   0
                    Bikes                  8                   7            15                  15
                    Bus                   171                  140         306                  320
                   LU / LO                 82                  67          146                  152
                    Train                  0                   0            0                   0
                    Walk                  229                  187         408                  426
                    Total                 817                  667         1458             1522

        Surrey Quays Leisure Park

3.5.6   As with the Surrey Quays Shopping Centre, trip generation of the Surrey Quays Leisure
        Park has been based on December 2014 traffic surveys, recording flows in and out of
        the car park. This results in the number of vehicle trips shown in Table 3.6.

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Masterplan Transport Assessment

        Table 3.6: Surveyed SQLP trips

                                                  AM peak hour                          PM peak hour
                                            Arr                  Dep             Arr                   Dep
                Vehicles                    42                    4               57                   57

3.5.7   The Transport Assessment for the expired 2010 planning consent (reference
        90/AP/1999) also set out the mode share of existing visitors as shown in Table 3.7.

        Table 3.7: Surveyed SQLP mode share (taken from previous 2010 TA)

                               Mode                                              Percentage
                             Car Drivers                                            40%
                           Car Passengers                                           10%
                             Motor bikes                                               0%
                               Bikes                                                   0%
                                Bus                                                 12%
                               LU / LO                                              11%
                                Train                                                  0%
                                Walk                                                27%
                                Total                                              100%

3.5.8   Factoring up the car trips shown in Table 3.6 by the mode shares shown in Table 3.7
        gives the total existing trip generation of the site shown in Table 3.8.

        Table 3.8: Baseline SQLP trips

                                                         AM peak hour                       PM peak hour
                                                   Arr                 Dep         Arr                 Dep
                 Car Drivers                       42                   4              57                  57
               Car Passengers                      11                   1              14                  14
                 Motor bikes                        0                   0              0                   0
                    Bikes                           0                   0              0                   0
                     Bus                           13                   1              17                  17
                   LU / LO                         11                   1              16                  16
                    Train                           0                   0              0                   0
                    Walk                           28                   3              38                  38
                    Total                          105                  10         143                     143

        Former Harmsworth Quays Printworks

3.5.9   Although currently operating as an event space, the Harmsworth Quays Printworks site
        could revert to its previous B1c / B2 use on expiry of the current temporary planning
        consent. As such, the TRICS database has been used to determine the person trip

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Masterplan Transport Assessment

        rates for similar industrial units under a B2 use, shown in Table 3.9, and details of which
        are presented in Appendix B.

        Table 3.9: B8 Commercial Warehousing trip rates

                                                  AM peak hour                   PM peak hour
                                                Arr         Dep           Arr              Dep
                                     2
         Total People (trip rate / 100m GFA)   0.317        0.111        0.042             1.186

3.5.10 However, only one of the sites considered is based in London, and is in a location with
       poorer access to public transport than the Site. As such, and given the absence of
       survey data associated with the site’s previous use, 2011 Census Workplace data for
       the Workplace Zones shown on Figure 3.3 and shown in Table 3.10 has been used to
       split the person trip rates derived from TRICS into individual modes. The census data
       used is shown in Appendix B. The resultant trips are shown in Table 3.11.

        Figure 3.3: 2011 Census Workplace Zones

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Masterplan Transport Assessment

Table 3.10: Journey to work mode share from 2011 census data

                        Mode                                       Percentage

                      Car driver                                      34%

                    Car passenger                                     2%

                      Motorbike                                       2%

                       Bicycle                                        3%

                         Bus                                          18%

                       LU / LO                                        18%

                        Train                                         11%

                        Walk                                          13%

                        Total                                        100%

Table 3.11: Potential Harmsworth Quays Printworks trips

                                          AM peak hour                      PM peak hour
                                    Arr                  Dep          Arr                  Dep
         Car Drivers                45                   16            6                   170
       Car Passengers                3                    1            0                   10
         Motorbikes                  3                    1            0                   10
           Bicycle                   4                    1            1                   15
            Bus                     24                    8            3                   90
           LU / LO                  24                    8            3                   90
            Train                   15                    5            2                   55
            Walk                    17                    6            2                   65
            Total                   135                  47            18                  504

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Masterplan Transport Assessment

4. Canada Water Strategic Transport Study
4.1.1   In February 2017, TfL and Southwark Council commenced work on a Canada Water
        Strategic Transport Study (STS) to examine the implications of growth in the Canada
        Water Opportunity Area as a whole.

4.1.2   The STS examines future year conditions as if no development happened in the
        Canada Water Opportunity Area and then explores how growth in the Opportunity Area
        would change transport conditions. The STS aims to test and identify packages of
        transport interventions that would be appropriate to address Opportunity Area growth, to
        assist the authorities in setting future transport investment priorities for the area.

4.1.3   A range of discussions have taken place between TfL, Southwark Council and British
        Land to agree how the STS can also inform the assessment of the Development that
        British Land proposes. It has been agreed that this Transport Assessment can draw, as
        appropriate, on work undertaken on the STS in order to ensure broad alignment and
        consistency between the two studies. British Land has therefore been collaborating with
        TfL and Southwark Council as the STS has developed.

4.1.4   The STS is underpinned by transport modelling using TfL’s strategic transport and land
        use models, which are used as part of the evidence base for the London Plan and
        Mayor’s Transport Strategy, as well as in developing Opportunity Areas across London.
        For the STS, these comprise:

           The London Transportation Studies (LTS) model, which uses the numbers of future
            homes and jobs to forecast total trip volumes, where people will travel to and from,
            and what mode of transport (public transport, highway or walking / cycling) they will
            use. Outputs from the LTS model are translated into inputs into TfL’s two primary
            assignment models, Railplan and CLoHAM.

           The Railplan model, which assigns public transport trips from LTS onto the rail and
            bus networks in the area, taking account of service levels and journey times to
            determine the number of trips likely to be seen on each part of the public transport
            network.

           The Central London Highway Assignment Model (CLoHAM), based on SATURN
            software, which assigns highway-based trips from LTS onto the highway network.
            Again, CLoHAM takes account of highway network conditions and journey times to
            determine the most likely route taken between an origin and a destination.

4.1.5   TfL’s strategic models draw on predicted growth in population and jobs from the 2016
        London Plan. The models have a base year of 2011 for public transport and 2012 for
        highways. Future years of 2021, 2031 and 2041 are used to align with London Plan
        growth projections, which underpin the modelling. 2031 is being used as the basis for
        the work in this Transport Assessment, as this is closest to the 2033 completion date
        assumed for the Development and used for assessment in the Environmental
        Statement.

4.1.6   The STS explores two scenarios for 2031:

           a ‘Do Minimum’ scenario which assumes no additional development in the
            Opportunity Area (but assumes London Plan growth forecasts are achieved

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Masterplan Transport Assessment

            elsewhere). This represents the ‘future baseline’ for this Transport Assessment, i.e.
            the future conditions if no development was brought forward within the Canada
            Water Opportunity Area;

           a ‘Do Something’ scenario which includes new development in the Opportunity Area
            including the developments proposed by British Land, Notting Hill Housing / Sellar
            and Kings.

4.1.7   TfL’s specification for the STS covers public transport modelling for the three-hour
        morning peak period from 0700 to 1000 hours and highway modelling for the one-hour
        evening peak period from 1700 to 1800 hours, which has been agreed to be the worst
        case in each instance.

4.1.8   As part of early work within the STS, TfL and Southwark Council agreed to work with
        British Land and Arup to share the LTS forecasts for the 2031 ‘Do Minimum’ scenario
        and to create LTS forecasts for the two Development Scenarios which are being
        proposed by British Land. This information has been used in this Transport Assessment
        where appropriate so that there is a common basis with the STS and therefore the
        London Plan, and has been developed further as part of this assessment as necessary.

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